Locking and releasing mechanism for cash-carriers



(No Model.)

H. THOMAS. LOCKING AND RELBASING MECHANISM POR CASH CARRIERS.

No. 379,618. Patented Mar. 20, 1888.

STATES PATENT Orricn,

HORATIO THOMAS, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE BOSTEDO PACKAGE AND CASH CARRIER COMPANY, OF ATLANTIC, IOVA.

LOCKING AND RELEASlNG MECHANISIVI FOR CASH-CARRIERS.

SPECIFICATION forming part of Letters Patent No. 379,618, dated March 20, 1888.

Application liled October 4, 18S?.

To LH whom, it may concern:

Beit known that I, Hona'rio THOMAS, of Chicago,in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Locking and Releasing Mechanism for Cash and Package Carriers; and I do hereby declare the following` to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to an improvement in locking and releasing mechanism for the tracksection of the elevator of a cash and package carrier, and' is particularly designed to be em ploycd in connection with the cash and package carrying apparatus forming the subject of Patent No. 367,951, granted to Bostedo and Thomas.

The apparatus above mentioned is of a type known as a twotrack apparatus, the essential features of which are as follows:

Two tracks are employed whereon to transmit cash or packages from a clerks station to a cashiers stand or a bundle-table and return the change or bundles 'to the starting-point or clerks station.

The tracks whereon the transport-cars are run are placed in the same vertical plane, the upper track being, preferably, employed to dispatch the un wrapped goods or cash received therefor by a clerk to the bundle-man at his table or the cashiers stand, the lower track being employed exclusively to return the wrapped bundles or change from these localities to the clerks station.

The preferred i'orm of cars employed on the two tracks mentioned are furnished with two wheels grooved to run on the edges of the tracks, and a car that runs on the upper track is also employed on the lower track, a suitable elevator being provided-one at each clerks station-to permit the elevation or lowering of the car from one track to the other, and also to facilitate the lowering of the car from the return orlower track to the hand of the clerk or other operator at such a station.

In the construction of the elevators a skeleton frame is used that is adapted to slide ou upright guides, and to this frame a track-section is attached that receives a car on it and Serial No. 251,440.

(No model.)

returns this car secured to permit it to be lowered or raised, as the case may be.

The track-section that is secured to the elevator is provided with a mechanism to check momentum of au approaching loaded car and store. this energy to dispatch a car on the upper track when the car is raised to line with this track. A further provision is to cause the track-section of the elevator, and in consequence the elevator, also, to be released from an aligned position with thelower track by the impact of the car that runs onto the elevator when it comes from a cashiers stand or a bun- (lle-table, this automaticrelease being simultaneous with the locking of the car securely on the elevator track-section, so as to insure its safe descent to the hand of the clerk or other receiver without his assistance or observance of the operation.

The nature and object of my present invcn- 7o tion are to improve upon thc devices previously employed to lock and unlock an elevator tracksection, to render it more perfect in operation as a releasing device, and, further, to cause the lock which retains the elevator track-sec 7 5 tion in secured adjustment with the lower track to automatically lock the track-supporting bolts in extended position to engage the lower track and hold the elevator in a line with it when the momentum previously stored in a spring connected to this mechanism is rcleased and utilized to start a car on the upper track.

\Vith these objects in View my invention consists in certain features of construction and S5 combinations of parts, that will be hereinafter described, and pointed out in the claims.

Referring to the drawings making a part of this specification, Figure 1 is a rear side elevation of an elevator track-section bar with 9o my improved elevator locking and releasing mechanism shown in a locked position. Fig.

2 is a rear side elevation of an elevator tracksection bar with the improved locking and releasing device in a position to release the elevator and permit its descent from a lower track to the hand of a receiver or clerk. Fig.

3 is a front elevation of an elevator track-section bar, showing the car arresting` and locking mechanism connected with my novel cleroc vator locking and releasing device located on the rear surface of the elevator track-section bar. Fig. 4 is a cross-section of the elevator track-section bar, taken on the line a; x, Fig. l, to show the manner in which the car-arresting device is attached to the elevator locking and releasing mechanism.

As it is essential to the proper operation of the elevator locking and releasing device which is the subject of the present invention that it be combined with an efficient car arresting and retaining apparatus that will act in conjunction therewith, l have arranged this novel locking and 'releasing appliance 4to be operated on the same elevator tracksection bar in connection with the car arresting and dispatching apparatus disclosed in the patent previously referred to, a description of which will now be given, in order to show its manner of conjuuctive operation with the de: vice which is the subject of the present application for patent.

A A are the ends of a lower track ata clerks station, and B the elevator track-section bar in locked engagement with these track ends.

The body of the track-section bar B is recessed on its front face to receive the car arresting and dispatching apparatus above alluded to. This device, as has been intimated previously, serves to arrest a car on the elevator track-section and store the energy of its impact, to be afterward utilized in starting a car that is elevated to the upper track, this impetus being given when the elevator tracksection is made to line with the upper track, and thus force the car on this upper track to speed toward the cashiers stand or the bundletable. A slot, i, is made'th rough the bar B parallel to the top and bottom edges of this bar, as well as the shoulders formed by the recess or excavation made in thelace ofthe bar. The slot lis of proper length to permit free action of the working parts that have connection with it, as will be explained.

A ratchet-bar, C, is placed in the recess cut in the track-section bar B, and is of such proportionate ywidth to this recess as to slide freely in it.

Integral with the bar C the portion D is extended at one end. It is cut with ratchetteeth on its top edge, these teeth having their sloping edges l and square shoulders 2 so arranged that an engagingdog will lock the bar C as it is slid endwise, as will be further explained. The guide-plate D is so attached to the bar C that it will serve to hold iii-place and permit the vertical sliding movement of the engaged ends of the latches E F. (See Fig. 3.)

The latch E is pivoted at E to the ratchetbar G, and its free end is held by a looselybearing overhanging lia-nge, c, to slide vertically a short distance, its upwardmovement being limited by the abutment of its top edge with the shouldery or recessed edge c of the bar B. Near the pivot E ofthe latch E a spring, E2, is made to bear on the upper edge of the latch and cause it to rest normally, with the latch-toe d projecting below the lower edge of the bar B to engage a stud that projects from the side of the frame of a car when the car is run onto the elevator, of which the bar B is an attached part. n The latch F is also pivoted to the ratchet-bar C at e, and rests with its sloped edge against a shoulder, e', formed on the projecting lower flange, e3, produced by recessingthe track-section bar B; and it may here be explained that when this baris slid endwise this mQvement will automatically raise the latch. If the bar moves toward the end on which the ratchet-teeth are cut, a movement F to be depressed and project its latch-toe d below the edge of the bar B, this depression being accomplished by the springf, which is affixed to the latch F nearits pivoted end, the

opposite end of this spring having an engagement with the side of the bar B at f. (See Fig. 3.)

When a car runs onto the elevator tracksection bar B and passes thelatch-toe dof the latch F, it comes into contact with the latchtoe d of the latch E and slides the ratchet-bar C endwise. This movement will be cushioned by aspiral spring, g, supported-on a slide-rod, g', which has a sliding support in the perforated block h, fixed to the bar B, and against which the spiral spring g bears.'

rlhe compression of the spiral spring g by the collision of a car with the shoulder ofthe latch-toe d will permit the latch F to fall into place behind the stud formed on thecar-frame that has engagement, with the shoulder of the latch-toe d of latch E. In this man/ner a car is located inplace'on the elevatortrack-section bar B between the adjacent shoulders of the two latches E F, and is thus held until released by another operation.

Upon vthe track-section bar B, above the portion D of the ratchet-bar C, an arm, G. is pivoted at 3 to engage the ratchet-teeth cut in this extended portion D, the inner end, 4, of this arm having a depending toe, 5. formed on it to t the ratchet-teeth and lock with them, a spring, 6, afxed to the top edge and having contact with the over-hanging edge of the bar B, causing a proper depression of the arm G to lock its toe 5 with the teeth of the bar D when this bar D and its attached portion C is moved endwise by an abutment of a car, as has been explained.

The onterend, 7, of the pivoted arm G is extended clear of t-he end track-section bar, B, and is made to strike a projecting pin on the side of the upper track when the elevator is raised to line with it. When such a contact of parts i's made, the lever will be vibrated, its toe released from the teeth of the ratchetbar, and this bar is quickly projected endwise by its attached spiral spring g to give a car a starting impulse, and'it will be apparent that the sliding of the bar C will raise the latch F, and thus permit the progressive movement of the car.

The foregoing description has been given to in an opposite direction will'permit the latch lkO IIO

render plain the operation ofthelockingand releasing mechanism which is the subject of my present invention. This device is located upon the reverse side of the trackseetion B', and is shown in Figs. 1 and 2. Upon the face of the bar B two flat elongated locking-bolts, I J, are heldin sliding contact therewith by their ends. These bolts are similar in form and manner of attachment; hence a description of the sliding locking-bolt I will answer for both. The bolt I has its outer end, I, cut to form a hook, m, that engages cylindrical studs m', which projectfrom the front faces ofthe permanent lower track at each side of the opening init atastation near its ends. The lower end, I', is enlarged in width, having its upper edge sloped or cut on an incline, s, to afford a proper form for contact with the stud m when the tracksection barB is raised from the counter at astation to line with thelower track, and it should be stated that the construction is similar at each end of the bar B as regards the lockingbolts I J and the studsm',that are placed to support the bar level with the track-line. The enlarged end I is provided with a triangular hole, I?, cut through it near the hook m. The inclined side m of the triangular orifice I2 is sloped upwardly and inwardly to be engaged by the fixed stud mi", which projects from the track-section B in proper relative position to be in contact with the side m', as stated, when actuated by means that will be described in its proper connection. The stud m3 is pro vided with a hanged head to bear loosely on y the outer surface of the locking-bolt I and prevent .its lateral displacement. Near the inner or opposite end of the locking-bolt I a short longitudinal slot, a, is cut through the body of the bolt to receive and have a sliding engagement with a flanged and shouldered screwbolt, n', which latter holds the bolt I in proper position on the side of the bar B.

It is evident that a weight or pressure applied to the top surface ofthe bar B when the hooked ends ofthe loekingbolts I J are resting upon the studs m will cause the outer ends of the bolts I J to move upwardlyand slide inwardly by reason of the engagement of the inelines m with the studs nf. It is also apparent that the inward sliding ofthe bolts I J will instantly release the track-section to lower a car on it to the counter, if the bolts are not prevented from sliding inwardly, as just described.

I will now explain the construction of other parts that constitute the lock for the bolts I J.

The length ofthe two locking-boltsjust mentioned is such in relation to the length ofthe bar B, to which they are attached, that a considerable space intervenes between their inner ends, upon which the offset portions M Mare integrally formed to afford aspace on the bolt I for the pivotal attachment of the latch-bar K, the corresponding offset on the inner end of the bolt J allowing the free beveled end of the latch-bar to fall into place by gravity and engage the inclined shoulder n, formed on this end of the bolt J to receive it.

The length of the latch-bar K is such in relation to the space between the inner ends of the locking-bolts I J that it will drop into place and form a spreading latch-bar to lock the bolts rigidly when they are forced outwardly as far as the studs m will permit them to move. The inner ends of the lockingbolts I J are further provided with ears o o', which project from their free outside surface at the ends of the bolts. These ears o o are each perforated in a line parallel with the lower edge of the bar B to receive the spring supporting rod O, on which the spiral spring O is placed. Near one end of the rod O a collar, O, is rig` idly secured on its body, a sufficient portion of the rod projecting beyond the collar O2 to enter the perforation in the ear o on bar I, the collar resting against the adjacent surface of the ear. The opposite end ofthe rod Oenters the perforation in ear o on the bar J, so that the spiral spring O', which is located between the rigid collar O`Z and the ear o', will exert its expansive force to push the lockingbolts I J endwise and hold them in such projeeted adjustment.

The length of the slot t, that is made through the bar B, is such that it will extend from the inner end ol" one lockingbolt to the inner end ofthe other bolt, and the stud S, that projects from the rear surface of the ratchet-bar C through this slot, is adapted to bear upon the Lipper edge of the latch-bar K, near its free end K3, to hold the bar depressed and cause a rigid lock ofthe bolts I J when they are projected by the spring O and the latch-bar has dropped into place between them, as shown in Fig. l. The latch-bar K is cutaway on its upper edge between the points K" K2, to reduce the width of said bar, and thus allow it to be sufficiently elevated to cause its free end to rise above the inner end of the sliding bolt J before the upper edge of the bar is in contact with the stud S. This elevation of the latch-bar is caused when a car is being elevated to allow it to pass through the gap in the lower track to line the tracksection bar B with the upper track and dispatch a car, it being understood that the spiral spring g, which cushions the recoil of the car and stores its inomentum,has been previously compressed by a car that was sent from a cashiers stand or bundle-table to this station, the longitudinal movement of the ratchetbar C thus effected carrying the stud S toward the center ofthe latch-bar K on the rear side ofthe tracksection bar B and permitting the engagement ofthe inclined edges s of the ends of the locking-bolts I J with the fixed studs m to push these bolts inwardly, as the sloped free end of the latch-bar K, which corresponds with a similar inclined shoulder7 n, against which it rests, will adapt it-to risc when the contact of the bolts with the studs m' takes place, as described.

IOO

IIO

When a car is to be dispatched,it is raised, as just stated, and when the section bar B is about in line with the ends of the upper track the arm G will collide with a stud affixed to project from an adjacent end of this track and by this Contact release the ratchet-bar C. The spring g, that is attached to the bar C, will project it in a proper direction to carry the affixed stud S over the high portion K2 of the edge ofthe latch-bar K and hold it depressed to securely retain the locking-bolts I J in extended adjustment and adapt them to support with their hooked ends the elevator and attached track-section bar B in linewith the lower track,where it will remain until a car with a package-receptacle attached arrives at this station, runs onto the elevator', compresses the spring g, and slides the ratchet-bar C. The movement just described will unlock the latchbar K and allow the Weight of the car and attached package-receptacle to push the locking-bolts IJ inwardly, in consequence of which a release of the hooks m from the supportingstuds m will be afforded, and the elevator, with its load,will be lowered to the counter to allow the clerk to readily have access to the same and secure the bundle or change that was transmitted from the other end of the line.

The elevator locking and releasing mechanism herein shown is not exclusively confined in its use to the Bostedo and Thomas apparatus of two-track cash and package carriers, as it is capable of being adapted to use on any two-track system where one track is located above the other in the same vertical plane. I do not, therefore, limit its use to the system to which it is herein applied.

Many slight changes 'might be made in the construction of the device without a depart- .ure from its spirit and scope. I do not, therefore, wish to limit myself to the exact form shown; but,

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. The combination, with a track-section bar, of two locking-bolts adapted to slide endwise on the track-section bar, and a latch-bar adapted to fall between and engage the inner ends of the bolts when the latter are extended and lock them in position, substantially as set forth.

2. The combination, with a track-section bar, of two locking-bolts adapted to slide endwise, a latch-bar adapted to fall between and engage the inner ends of the bolts when the latter are extended and lock them in position, and a sliding ratchet-bar carrying a pin for holding the latch between the bolts.

' 3. The combination, with a track-section bar and car arresting and dispatching apparatus for stopping and starting a car, of sliding locking-bolts and a latch-bar adapted to fall between the inner ends ofsaid bolts and lock them in their extended position, substantially as set forth.

4:. The combination, with a track-section bar and a car arresting and dispatching apparatus thereon for stopping and starting a car, of twoslidinglocking-bolts,alatch-bar adapted to fall between the inner ends ofthe bolts and lock them in their extended position, and the ratchet-bar of said apparatus` carrying a pin adapted to engage the latch-bar, whereby the position of the latter is regulated and controlled by the movements of the arresting and dispatching apparatus, substantially as set forth.

5. The combination, with a track-section bar having a slot therein, and a car arresting and dispatching apparatus for stopping and starting the car, the ratchet-bar of said apparatus carrying a pin, which latter passes through theslot in the track-section bar, of two sliding locking-bolts, a latch-bar adapted to fall between the inner ends of said bolts and lock them in their extended position, the said latch-bar being held in locked position between the bolt and pin,substantially as setforth. 6. The combination, with a track-section bar and a 'car arresting and dispatching apparatus for stopping and starting a car, the ratchet-bar of said apparatus having a pin or projection thereon, of two sliding lockingbolts, a spring for forcing the bolts apart, and a latch bar adapted to fall between the inner ends of the bolts and lock them in their extended position, the said latch-bar being held in locked position between the bolts by the pin or projection on the car arresting and dispatching apparatus, substantially as set forth. 7. The combination, with the track-section bar, of sliding locking-bolts, and a latch-bar pivoted to one of said bolts and adapted to fall between the inner ends of said bolts when the latter are extended and lock them in position. 8. The combination, with a track-section bar, of two lockingbolts havinga sliding connection with this bar and adapted to unlock by a simultaneous upward and inward movement of their outer ends, and a latch adapted to fall between the inner ends of said bolts and lock them in position, substantially as set forth. Y

9. The combination, with a track-section .bar and two locking-bolts held to slide in op- IOO rio

locked contact with the locking-bolts when a car runs onto the elevator track-section, substantially as set forth.

l0. The combination, with a track-section bar, two sliding locking-bolts that are made to move toward each other when they unlock this bar, and a spiral spring supported on a rod, so as to bear on t-he inner ends of the lockingbolts, of a latch-bar pivoted to one'end of one of the locking-bolts and adapted to lock both bolts when extended, when said latch-bar is held by a stud on the ratchet-bar, substantially as set forth.

wise and release the latch-bar and unlock the traeksection bar when a car is arrested on this track-section bar in line with the lower r 5 track, substantially as set forth.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

HORATIO THOMAS.

Witnesses:

BENJAMIN F. STRAUS, GHAs. F. PETERS. 

